| Bedford CF | |
|---|---|
 | |
| Overview | |
| Manufacturer | |
| Also called | Opel Bedford Blitz GMC Griffon (United States) |
| Production | 1969–1986[1] |
| Assembly | Luton |
| Body and chassis | |
| Class | Light commercial vehicle (M) |
| Body style | Van |
| Layout | Longitudinalfront engine,rear-wheel drive |
| Related | Bedford Dormobile |
| Powertrain | |
| Engine |
|
| Transmission | |
| Dimensions | |
| Wheelbase | 106–140 in (2,692–3,556 mm) |
| Chronology | |
| Predecessor | |
| Successor | Bedford Midi[2] |
TheBedford CF is a range offull-sizepanel vans produced byBedford - the commercial vehicles division ofVauxhall. The van was introduced in 1969 to replace theCA model, and was sized to compete directly with theFord Transit, which had entered production four years earlier. Its design was similar to its American counterpart, theChevrolet Van (1971–1995).
Bedford was aGeneral Motors subsidiary, and in some markets outside the United Kingdom and Ireland the CF was sold throughOpel dealers as theOpel Bedford Blitz from 1973 on when the originalOpel Blitz was phased out. In other markets such as in Norway the CF retained its original name.[3]
The CF was notable for being the last vehicle solely designed byVauxhall when it was discontinued in 1986 (the last Vauxhall passenger car had been theHC Viva which had ceased production in 1979); with all Vauxhall cars by that point being essentially rebranded Opels.
The Bedford brand continued on certainbadge engineered light vans fromIsuzu andSuzuki, before being retired in 1991 in favour of Vauxhall or Opel.
Introduced in November 1969[4] to replace the 17-year-oldBedford CA, the CFvan variants soon became some of the most popular light commercial vehicles on British roads.[5][6]
The CF could be specified with a hinged door in the side panel directly behind the passenger door,[4] and it was generally with this layout that the van was also commonly used as a base vehicle for acaravanette.[7]
The engine was the well-provenSlant Four engine which had been introduced for theVauxhall FD Victor models in 1967. Apart from an increased engine capacity from 1.6 L (1,598 cc) to 1.8 L (1,759 cc) and from 2.0 L (1,975 cc) to 2.3 L (2,279 cc) in 1972, the power units remained unchanged. A four-cylinder 1.8 L (1,760 cc)Perkinsdiesel engine could be specified for an extra £130 (1969),[4] while a larger 2.5 L (2,523 cc) version was used for heavier versions. These units were rated at 50 and 61 PS (37 and 45 kW; 49 and 60 hp) DIN. In 1976, a 2.1 L (2,064 cc)overhead valve (OHV) diesel engine fromOpel replaced the outdated Perkins units.
InAustralasian markets, the CF could be optioned withHolden six-cylinder units, in 2,850 cc (173.9 cu in) and 3,310 cc (202.0 cu in) forms. This was as an answer to the rival Ford Transit range, which in Australia used six-cylinder engines from theFord Falcon.
The Bedford used the same basic suspension lay-out as theVauxhall Victor, though married to greater wheel arch clearances and calibrated for greater weight carrying capacity.[8] The front independent suspension featured adouble wishbone layout with coil springs and telescopic shock absorbers, while the rear wheels were suspended by a combination involving alive axle and traditional long single-leaf springs.[4]
Several differentmanual transmissions were used: the Vauxhall three-speed, four-speed, Bedford four-speed,ZF four-speed,ZF five-speed, and theGeneral Motors automatic. The Laycock type ofoverdrive was available to order or on the later Vauxhall four-speed models.[7]
There were three CF1 body styles. A standard panel van which was intended to rival theFord Transit; the special van body (essentially a self-contained cab with a general-purpose chassis onto which a wide range of custom-built bodies or beds could be built), and theDormobile (caravanette).
The CF series 1 facelift was introduced in 1980, introducing the 2.3 L (2,260 cc)Opel 23D diesel engine with 61 hp (45.5 kW).[9]
Units exported to Germany (Bedford Blitz) received a smaller, 2.0 L (1,998 cc) diesel, producing 60 PS (44 kW; 59 hp).[10] This engine was also installed in many other export markets where tax categories suited engines with less than two litres of displacement, such as theBenelux countries and Finland. The 1.8 and 2.3 litre petrol units remained the same.
The restyled front end was engineered so that by removing 8 bolts the whole front panel could be completely removed, providing easy access to the engine so it could be removed from the front instead of from underneath like on the CF1.
The CF1 "facelift" is often[citation needed] confused with being a CF2 because it's difficult to tell them apart from the exterior. The easiest visual check is that the CF facelift will have the same old metallic door handles and mirrors as the CF1 while on the CF2 have new plastic ones.
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In 1984 the CF was renamed CF2 and basically only received mechanical upgrades. The diesel engines remained the 2.3 (with the 2.0 available in continental Europe) but the old Vauxhall slant fours were replaced by a 2.0 L (1,979 cc), 78 hp (58 kW) version of theOpel CIH four cylinder.[9]
New transmissions were also available:
And new efficient brakes:
In 1985 the CF2 was sold side by side in UK with theBedford Midi - a smaller,badge engineered version of theIsuzu Fargo which was locally built at the newly establishedIBC Vehicles venture with Isuzu.
By then the CF's replacement was put on hold and then ultimately dropped when Bedford decided that rebadging other GM owned brands was much cheaper. The last CF2s were sold in the UK in 1987 and marked the end of original Bedford designed vehicles.[1]
One noteworthy variant, the CF Electric was introduced in 1982. More than 100 prototypes were built and tested atMillbrook Proving Ground between 1977 and 1983.[11] It was the first electrically powered vehicle planned for mass production based on a fossil fuel vehicle platform, built in partnership between Bedford,Lucas,Chloride Group and theUK government on a 5-year grant scheme. Most were sold to government agencies, theRoyal Mail,[12] and local authorities for trials, which collectively were driven for more than 7,000,000 mi (11,000,000 km).[13] However, with a price tag much higher than a standard CF, and battery technology at the time not advancing quickly, Bedford cancelled the program in July 1986 after 300 to 475 vehicles had been built.[14][15] The government scheme wound down in 1987; the model was withdrawn and spares for it soon dried up.
One of the prototypes was acquired and tested bySouthern California Edison in 1980.[16] The lead-acid traction batteries were housed in a compartment below the floor and the DC traction motor was placed at the rear, coupled to a step down reduction gearbox attached to the CF's standard differential, but turned through 180°. There were 36 battery cells of 6 V each, wired in series for a total voltage of 216 V and storage capacity of 180 A-hr (38.9 kW-hr), with a total weight of 1,000 kg (2,205 lb);[16]: Table 1-1 these required rewatering every two weeks, a procedure which took approximately three hours to complete.[16]: A-16 The DC traction motor had a rated output of 37 kW (50 hp), with a weight of 142 kg (312 lb) and was made by Lucas, model MT286.[16]: Table 1-1, A-15 The motor control system was housed under the bonnet and a small diesel heater provided cabin heating. The system also featured regenerative braking, however this could be turned off as it was found that in wet conditions the motor could lock the rear wheels up in a similar way as applying the handbrake. As tested in 1980, the prototype had a range which varied from 15 mi (24 km), fully loaded on steep hills, to 74 mi (119 km), on freeway routes with no payload, and a top speed of 54 mph (87 km/h) unladen.[16]: Table 1-2
A heavily modified version of the CF Electric also was exported in left-hand drive form into theUnited States where it was rebadged and sold as theGMC Griffon. It had a payload of around 1,000 kg (2,200 lb) and aGVWR of 3,401 kg (7,498 lb), comparable to the prototype British van, which had a measured payload of 1,000 kg (2,205 lb) and GVWR of 3,500 kg (7,716 lb), giving it an estimatedcurb weight of approximately 2,500 kg (5,511 lb);[16]: Table 1-1 this was done so the Griffon could be slotted with the full-sizeChevrolet Van andGMC Vandura lines, although it was slightly shorter in length compared to its American counterparts. As tested in 1988, the Griffon weighed 3,073 kg (6,775 lb), with 1,100 kg (2,500 lb) of that being the weight of the battery pack.[17]: Table 6 More than 30 of these vans were exported for trials withelectric utility clients, in partnership with theElectric Power Research Institute (EPRI),[12][18] but ultimately, as with the British variant, these never were sold widely in the American market. Under testing conducted by theTennessee Valley Authority and published in 1988, the Griffon achieved a top speed of 53 mph (85 km/h) with an urban driving range of 54 mi (87 km), giving it an estimated usable storage capacity of 32.5 kW-hr and an observed consumption of 1.66 mi/kW-hr or 60.2 kW⋅h/100 mi (56.0 mpg‑e).[17]: Table 2
The Griffon was notable for being the first electric van sold by GM in the US,[19][20][21] a market segment they would not re-enter untilVIA Motors started convertingChevrolet Express vans intoextended-range electric vehicles around 2014, which were marketed as the VTRUX Van.[22] EPRI's work with the Griffon would lead to the G-Van of 1990, a variant of the conventional Chevrolet/GMC full-size vans retrofitted with the Griffon's powertrain,[13][23] and later theChrysler TEVan, which featured a longer range usingnickel-iron battery chemistry.[24]
The Griffon also was used to test the viability of a prototype 36 V lithium/iron sulfidemolten-salt battery invented byArgonne National Laboratory; in a simulated test, the van was able to travel 200 mi (320 km) with a 900 lb (410 kg) load before requiring recharging,[25] giving it an energy density three times greater than a conventional lead-acid traction battery of equivalent weight.[26][27]
The Bedford CF van was the second most popular van in the UK, second only to theFord Transit.[citation needed] Along with the Transit, the CF was usefully wider than competitor vehicles fromAustin-Morris,Rootes andVolkswagen.[28] It was also the most common caravanette. CFs were popular withcustomisers throughout the 1970s and 1980s.
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The Bedford CF was widely used.British police forces, in particular, used them for prisoner transport and as riot vans. They were also used by theGarda Síochána (Republic of Ireland police).[29][30] Some ambulance services kept them in service for longer than usual after production ended as they were liked by crews. TheBritish Military also had a fleet of CFs. They were used by builders and builders' merchants, as well as by courier services and thePost Office. They were also a popular caravanette due to their space and reasonable fuel consumption. They were used asice cream vans in Britain[7] and Australia.
A heavily modified CF was used as the Mystery Machine inScooby-Doo: The Movie 2002.
Initially, Bedford wanted to enter a joint venture withLeyland Motors to produce a replacement for the Bedford CF but these plans never caught on, since the British government did not want one of their major truck manufacturers to be controlled by a foreign company. Following economic problems and declining sales by Bedford, it was decided to divest the once legendary company with theLuton plant being re-organized as ajoint venture withIsuzu and renamed toIBC Vehicles while the Dunstable plant was sold toAWD Trucks. In 1986, theIsuzu Fargo started getting produced by IBC as theBedford Midi with local modifications for the European market.GM Europe would not return in thelarge panel van market until 1997 and 1998 when production of theRenault-basedOpel/Vauxhall Arena andMovano started, both of which serve as the true successors to the CF range.[31][32][33] Vauxhall continued to supply the CF's taillights toBristol Cars for use in theBristol Britannia until 2000.[34]
1969
| Model type | Model designation | Engine | Wheelbase (inch/metre) | GVW |
|---|---|---|---|---|
| 18 cwt. | 97100 | 1,599 cc petrol | 106 in (2,700 mm) | 4,793 lb (2.174 t) |
| 97200 | 1,770 cc diesel | |||
| 22 cwt. | 97300 | 1,975 cc petrol | 5,331 lb (2.418 t) | |
| 97400 | 1,770 cc diesel | |||
| 25 cwt. | 97500 | 1,975 cc petrol | 126 in (3,200 mm) | 6,003 lb (2.723 t) |
| 97600 | 2,524 cc diesel | |||
| 35 cwt. | 97700 | 1,975 cc petrol | 7,236 lb (3.282 t) | |
| 97800 | 2,524 cc diesel |
1972[36]
107.4 cu. in. (1759 cc) and 139 cu. in. (2279 cc) Vauxhall low compression OHC engines introduced from chassis number 2V610007.
1973[37]
1978
From chassis number HY600001
| Model type | Model designation | Engine | Wheelbase | GVW (kg/ton) | Axle ratio |
|---|---|---|---|---|---|
| 18 cwt. | 97100 | 1759 cc (107.5 cu. in.) petrol | 2692 mm (106 in) | 2235/2.2 | 8/37 |
| 97F00 | 2064 cc (126 cu. in.) diesel | 8/37 | |||
| 22 cwt. | 97300 | 2279 cc (139 cu. in.) petrol | 2500/2.46 | 8/37 | |
| 97G00 | 2064 cc (126 cu. in.) diesel | 8/37 | |||
| 25 cwt. | 97500 | 2279 cc (139 cu. in.) petrol | 3200 mm (126 in) | 2828/2.78 | 11/49 |
| 97H00 | 2064 cc (126 cu. in.) diesel | 9/47 | |||
| 35 cwt. | 97700 | 2279 cc (139 cu. in.) petrol | 3375/3.32 | 9/47 | |
| 97800 | 2064 cc (126 cu. in.) diesel | 9/47 |
1979
| Model type | Model designation | Engine | Wheelbase (mm/inch) | GVW | Axle ratio |
|---|---|---|---|---|---|
| CF220 | 97100 | 1759 cc (107.5 cu. in.) petrol | 2692 mm (106 in) | 2,235 kg (2.20 long tons) | 8/37 |
| 97F00 | 1998 cc (121.9 cu. in.) diesel | 8/37 | |||
| CF250 | 97300 | 2279 cc (139 cu. in.) petrol | 2,500 kg (2.46 long tons) | 8/37 | |
| 97G00 | 1998 cc (121.9 cu. in.) diesel | 8/37 | |||
| CF280 | 97500 | 2279 cc (139 cu. in.) petrol | 3200mm (126 in) | 2,828 kg (2.78 long tons) | 11/49 |
| 97H00 | 1998 cc (121.9 cu. in.) diesel | 9/47 | |||
| CF340 | 97700 | 2279 cc (139 cu. in.) petrol | 3,375 kg (3.32 long tons) | 9/47 | |
| 97K00 | 1998 cc (121.9 cu. in.) diesel | 9/47 | |||
| CF350 | 97700 | 2279 cc (139 cu. in.) petrol | 9/47 | ||
| 97K00 | 1998 cc (121.9 cu. in.) diesel | 9/47 |
1982[40]
Facelift models introduced (preceded by Facelift dash and wiring introduced 1981)
1984
CF2 models introduced.
| Model type | Model designation | Engine | Wheelbase | GVW | Axle ratio |
|---|---|---|---|---|---|
| CF220 | 97100 | 1979 cc (120.8 cu. in.) petrol | 2692mm (106 in) | 2235 kg (2.2 LT) | 9/37 |
| 97F00 | 2260 cc (137.9 cu. in.) diesel | 9/37 | |||
| CF250 | 97300 | 1979 cc (120.8 cu. in.) petrol | 2500 (2.46 LT) | 9/37 | |
| 97G00 | 2260 cc (137.9 cu. in.) diesel | 9/37 | |||
| CF280 | 97500 | 1979 cc (120.8 cu. in.) petrol | 3200 mm (126 in) | 2820 kg (2.78 LT) | 11/49 |
| 97H00 | 2260 cc (137.9 cu. in.) diesel | 11/49 | |||
| CF350 | 97700 | 1979 cc (120.8 cu. in.) petrol | 3375 kg (3.32 LT) | 11/49 | |
| 97K00 | 2260 cc (137.9 cu. in.) diesel | 9/47 |
Opel 1979 cc CIH petrol engine replaced Vauxhall 1759 cc and 2239 cc OHC petrol engine.
In November, the British Post Office purchased 40 Bedford CF Electric vans for a major energy-saving evaluation program. The CF Electric is the world's first mass-produced electric van in its class.
Was nicht viele wissen: In der Transporter-Modelllinie ist der Opel/Vauxhall Movano der ideelle Nachfolger des Bedford Blitz.
Nick Reilly, Vauxhall's chairman and managing director, says the new models "give us a total commercial product range for the first time since the Bedford CF".
After a 10-year pause, Opel made a successful return to panel vans in 1997 with the Arena.
The tail-lights, borrowed from the Bedford CF2 van, were also mounted directly vertically, whereas on previous versions of the 603 the reversing lights were separate from the rear turn indicators and brake lights.
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